Signaling system



P 1937- v H. w. WILLIAMS ET AL 2,094,337

SIGNALING SYSTEM Filed Jan. 19, 1935 5 Sheets-Sheet 1 WITNESSES: C4 INVENTORS a r c 7 Harold W h/i/l/ams anaCbw/eSifiV/Ili Jr Sept. 28, 1937.

I 5D INDG 3N 7 4 I u H. W. WILLIAMS ET AL SIGNALING'SYSTEM Filed Jan. 19, 1935 5 Sheets-Sheet 3 Baffom Term/na/ Circa/f6.

E l y V ATTORNEY J 5 Sheets-Sheet 4 QQ l I I I i 1 i I I l i I l A QQIG:

Sept. 28, 1937. H. w. WlLLlAMS ET AL SIGNALING SYSTEM Filed Jan. 19, 1935 and ha/leg AT [///$.]i".

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Se t. 28, 1937. H. w. WILLIAMS ET AL 2,094,337

SIGNALING SYSTEM Filed Jan. 19, 1935 5 Sheets-Sheet 5 INVENTORS Harv/o 11/ V/700F175 and Char/e: 5 El/lbf/t ATTORN WITNESSES:

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Patented Sept. 28, 1937 UNITED STATES PATENT OFFICE SIGNALING SYSTEM pany, Chicago,

111., a corporation of Illinois,

and said Ellis assignor to Arthur G. Blair, Inc., a corporation of New York Application January 19, 1935, Serial No. 2,530

20 Claims. (01. 177-336) This invention relates, generally, to electrical signaling systems, and it has particular relation to dispatching systems for elevator cars.

When a bank of elevator cars is installed, it is customary to provide a dispatching system for it, in order to operate the cars in the most eificient manner, keep the cars on a schedule, and give the maximum service to the floors. Two systems have been developed for providing dispatching systems to operators in the elevator cars of a bank of cars. These systems are known as the rotational system and the nonrotational system.

When the signals in the elevator cars are operated by the rotational system, the start signals are given in a predetermined order and at predetermined intervals to each car. According to this system, the elevator cars are dispatched from either terminal in a predetermined sequence, regardless of their time of arrival at the terminal.

When the non-rotational dispatcher system is used, the elevator cars are caused to leave the terminals in the order in which they arrive at the terminals. No attempt is made to keep each car in its place in a sequence. The start signal is given. to the car first arriving at the terminal at the time when a car shouid normally leave that terminal.

The rotational system of dispatching has the advantage that it keeps the cars in a predetermined sequence. The starter at the main loading terminal knows in advance which car is leaving next and it is easier for him to direct the flow of traffic. When. this system is used, it is possible to provide signals to the operator to indicate that he is behind his schedule, and as the result, there is a tendency to speed up the operation of the elevator system, due to the fact that the operators will naturally attempt to maintain the predetermined schedule.

In many instances, however, the non-rotational system of dispatching offers advantages over the rotational system. Where some cars in a bank of cars serve more floors than other cars, the operating time between the lower and upper terminals will be different. It is, therefore, difiicult to arrange a schedule for such a condition, and it is desirable to dispatch the cars from the terminal at predetermined intervals in accordance with their arrival at the terminals, rather than in accordance with a. fixed schedule for each car. In the non-rotational system, more cars can be kept in service, in view of the fact that the waiting time at the terminals may be decreased. It is unnecessary to await the arrival of the next car in the schedule, since the first car arriving at the terminal is the first car which leaves it.

A given elevator bank may be operated at some times more advantageously under the control of a rotational dispatching system, and at other times, it may be more desirable to operate it under the control of a non-rotational dispatching system. These different conditions especially occur in ofiice buildings, where peak loads are applied to the elevator system at morning, noon and evening, when large numbers of people are entering or leaving the building.

It is, therefore, the object of this invention, generally stated, to provide for operating a bank of elevators under the control of either a rotational or a non-rotational dispatching system.

An important object of the invention is to provide for giving dispatching signals to operators in a plurality of elevator cars in a predetermined sequence.

Another important object of the invention is to provide for giving dispatching signals to operators in a plurality of elevators cars in a sequence, depending upon the arrival of the cars at a terminal.

A further object of the invention is to provide for giving dispatching signals to operators in a plurality of elevators cars at the top terminal in a fixed relation relative to the dispatching signals given to the operators at the bottom terminal.

Still another object of the invention is to provide for giving dispatching signals in a predetermined sequence to operators in cars of an elevator bank remaining in service when some of the cars have been removed from service.

Other objects of the invention will, in part, be obvious and, in part, appear hereinafter. The invention, accordingly, is disclosed in the embodiment hereof shown in the accompanying drawings, and comprises the features of construcion, combination of elements and arrangement of parts which will be exemplified in the construction hereinafter set forth, and the scope of the application of which will be indicated in the appended claims.

For a more complete understanding of the nature and scope of the invention, reference may be made to the following detailed description, taken in connection with the accompanying drawings, in which:

Figure 1 is a view, in front elevation, of a timer switch;

Fig. 2 is a sectional view, taken along the line 11-11 of Fig. 1;

Figs. 3 and i are diagrams which illustrate a concrete embodiment of the invention; and

Figs. 5 and 6 illustrate the'relative arrangement of the contact memberson the various relays which are illustrated in Figs. 3 and 4.

A general description of both therotational and the non-rotational dispatching systems will be given, together with an indication of the apparatus which is common to both of them. A detailed description will then be given of the timer switch or contact device, the'method of tracing circuits, the rotational system and "the non-rotational system. For the purposes of illustration, and to reduce the circuit complications to a minimum, so that the features of the invention may be more readily understood, it has been applied to an elevator bank comprisingonly three cars. It will be understood, however; thatethe invention may be practiced for controlling; the

. dispatching signals of a larger number of elevators, and in fact, itis contemplated that it shall be so used.

General description'ofthe rotational dispatcher system illuminate the desired signal' The three up sig- V cated, that is, car No. 1 first, 'car No. 2 second,

nalscomprise an advance, a next, and a start signal, while the three down signals comprise the same sequence. Thus, when car No. 1 is to start from the lower terminal, its start-up signal will be operated, or in this case; the start-up lamp will be lighted. At the same time, the next-up lamp of the No. 2 elevator will'be lighted, and the advance up light of the No. 3 elevator will be lighted. It will be understood that the same sequence of operation will maintain when the cars are dispatched from the upper terminal, it being assumed that theorder. of dispatching is as'indiand car No. 3 last.

In order to; operate the sequence ,in each car,

a relay chain is provided for each terminal. Each relay chain includes a relay which is individual to each car, and when operated, is effective to.

cause the signals to'be displayed to the various operators as set forth above. Inthe rotational system, the relay chain associated with the lower terminal is driven by means of a pair of chain-driving relays,'while the relay chain associated with the top terminal is driven in'response to the operation of the other relay chain. The chain-driving relays are,in turn, controlled by contact members which are arrangedto be periodically closed bymeans'of a timing motor.

In the event that, for any reason, it is desirable to take one of the cars out of service, while still maintaining the remaining trol'of the rotational dispatcher, plugsand jacks are provided, which maybe so arranged as to operate the remaining cars in the proper sequence.

When the start signal. of the car out of service I would norrnally be operatedgauxiliary contacts are provided, which shunt the main contacts driven by the timing motor, and cause the system 1 sequence;

5 with a'startrelay, which maybe energized to rapidly step to the car which'is'next in the Each of the start signals only ' car.

, providedein the rotational system,

cars under the conis there illustrated.

prises in the cars is provided spares? when the car individual thereto is at a terminal. If a car fails to receive its start signal before the next start signal is given, then that car must wait until its signal again is given in the sequence.

This operation is desirable in order ,to maintain the cars on the fixed schedule, where such operation is desired.

General description of the non-rotational dispatcher system control.

When the non-rotational system is employed,

' only the next and start signals are used in each that the cars do not,

In view of the fact under the controlof this system, operate on a predetermined schedule, it is not feasible to use the advance light, since, in many instances, it would give a false indication as to the subsequent dispatching signal which the operator might receive; V

In the non-rotational system, the same relay chain, chain-driving relays, and-timing motor driven contacts that are used in the rotational system, are also employed. However, in view of the fact that the top and bottom terminals are necessarily 7 independent, two complete sets of timing equipment are provided. However, the contact members which control the operation of the chain-driving relays are driven by the same timer motor.

According to the invention, the elevator cars operate normally'on the same schedule as is that is, each car has a definite time to leave. However,if any car arrives at a terminal ahead of its scheduled time, it will be the car to receive the next start signal at the time when the next car normally in the sequence would leave, eventhough that car has arrived at the terminal. This functioning is accomplished by a stepping relay and auxiliary contact members, which are effective to step the driving relays until the'start signal oithe car next in the sequence and at the terminal, is operated. a Y

' In the event that there is no car at a terminal when a start signal is given,fa signal storing relay Referring now particularly toFigs; 1 and 2 of the drawings, awru be observedthat the timing contact device for providing the desired schedule As shownthe device coma shaft Ill, which may be driven by means of the' tirner motor'TM, that is shown diagrammatically in Fig. 3 of the drawings; The shaft It has mounted thereon a cam ll, whichis arranged to cause main contact 7 gage once during each revolution, Thecam H is also arranged to cause secondary contact members C3-toengage once during each revolution.

members Cl to en- When the contact members CI are engaged, a

'start signal for one of the cars at the bottom terminal, is normally given. When the contact members C3 are engaged, thestart signal is normally given to a car at the top terminal. It will then be understood that cars are alternately dispatched from the bottom and from the top.

In the event that it is desired to dispatch a car from the top at the same time that a car is dispatched from the bottom, a cam I2 is provided on the shaft I0, and is arranged to cause secondary contact members C2 to engage at the same time that contact members CI are caused to engage. It will then be understood that secondary contact members C2 and C3 are associated with the top terminal, and that main contact members CI are associated with the bottom terminal. These contact members are illustrated diagrammatically in Fig. 3 of the drawings, and their operation in the system will be set forth in detail hereinafter.

In the event that a car is out of service when the rotational system is used, or if the next car in the sequence is not at the bottom terminal when the start signal should be given in the non-rotational system, it is desirable to effect the operation of the start signal of the next car. In order to accomplish this purpose, contact members C8, C9, CI 0, and CI I are provided, which in the rotational system, are arranged to be connected in shunt circuit relation with contact members CI. For the non-rotational system, these contact members are also employed, together with contact members C4, C5, C6, and C1, to rapidly step the system to the next car in the sequence at either the bottom or top terminal.

It will be observed that sixteen contact members, similar to C4, have been illustrated, in Fig. 1, showing the mechanical construction of the timing contact device, while in Fig. 3, only eight of these contact members have been illustrated, and reference characters applied to them. It will be understood that these contact members are all connected in parallel circuit relation, and that the number used depends upon the speed of response with which it is desired to effect a subsequent operation of a dispatching signal.

In order to operate the contact members C4 through CI I, a series of discs I3 is provided, on the shaft I0. Each of the discs I3 is provided in this modification of the invention with five cam surfaces I4, which are arranged to cause the contact members C4 through CI I to be successively engaged and disengaged. It will be observed that the cam surfaces I4 of the discs I3 are staggered, so that contact members C4 through Cl are successively made and broken. In like manner, contact members C8 through CII are successively made and broken. It will then be understood that between successive engagements of contact members CI and C2, or C3, contact members C8 through CI I, individual to the bottom terminal, are successively closed and opened, while contact members C4 through 01, individual to the top terminal, are successively closed and opened.

Explanation of method of circuit tracing In order to reduce the complication and confusion entailed in tracing the circuits, only the minimum number of elements will be included in the tracing of any circuit. The circuit for effecting the energization of the pick-up relay PU for the up sequence chain will be traced to illustrate the method whereby the circuits will be traced.

As soon as switches I5 are closed. conductors LI'-L2 and L3L4 are energized. Theoperating winding of the pick-up relay PU is then energized over a circuit which may be traced as follows:

L3, PU, INUB, 2NU6, 3NU6, 4NU3, L4.

This circuit may be read in words as, follows: from the energized conductor L3, through. the operating winding of the pick-up relay PU, contact members No. 6 of No. 1 next-up relay, contact members No. 6 of No. 2 next-up relay, contact members No. 6 of No. 3 next-up relay, contact members No.3 of No. 4 next-up relay, to the energized conductor L4.

Detailed description of operation of rotational dispatcher system Referring now particularly to Fig. 4 of the drawings, it will be observed that there, is provided an advance-up light for each car. These are designated as ALUI, ALUZ, and ALU3. In like manner, each car is provided with a next-up signal designated as follows: NLUI, NLU2, and

nals in each car, a relay chain comprising nextup relays INU, INU, 3NU, and 4NU, is provided."-

Relays INU, ZNU and 3NU are individual to cars Nos. 1, 2, and 3. Relay 4NU is provided to complete the chain, since for its proper functioning, it is necessary to use an even number of relays.

On operation, each of the relays of the chain com I pletes a holding circuit for itself, and also prepares an energizing circuit for the next relay .in the chain. i

The operation of one of the next-up relays of the relay chain causes the operation of the start" signal of the car which is individual to the relay in the chain that has operated. The next-up relay also causes the operation of thenext signal in the car which is next to be dispatched, and the advance signal in the car which is to be dispatched after the next car in the sequence has been dispatched.

While the next signal and the advance signal .may be given while the cars are moving in the hatchway, it is necessary for the car to which the start signal is to be given, tobe at the terminal. For this purpose, start relays ISU, ZSU, and 3SU, individual respectively, to each car, are provided. The energizing circuits for these relays are completed respectively, through floor segments IFSB, ZFSB, and 3FSB, when their corresponding brushes, operable in accordance with the movement of the car individual thereto, come into engagement with them.

In order to effect the operation of the down signals in the elevator cars, a relay chain, comprisingnext-down relays IND,2ND, 3ND, and 4ND, is provided. Each of these relays is operated in accordance with the operation, of a corresponding next-up relay of the relay chain which I These Start-down signals are also" controls the operation of the up signals. The operation of any one of the next-down relays. causes the operation of the start down signal of the car individual thereto, the operation of the next-down signal of the next car, and the advance-down signal of the 'next succeeding car.

The start-down signal for any of the cars will not be given until the operation of a; start-down relay ISD, 28D or 3SD, individual thereto, is operated. The energizingcircuits for these startdown relays are, respectively completed through the floor segments IFST, ZFST and 3FST, and

-brushes individual thereto, which move in accordance with the movement of the elevator cars. The next-up relays are successively operated by means of chain-driving relays AU and BU.

When both of the chain-driving relays are deenergized, the odd-numbered next-uprelays may be energized. When both of the chain-driving relays are energized, the even-numbered next-up relays may be energized. The next-uprrelay that is energized depends upon the next-up relay previously energized.

. The chain-driving relays AU and BU are caused to be successively energized, and deenergized'by means of the contact members Cl which it will be recalled; are operated by means of the timer motor TM.

is provided with afield winding TF, which is connected for energization between conductors Li and L2, and an armature winding TA, which is 7 connected between a potentiometer P and the conductor L2. It will beunderstoodthat the speed of rotation of the armature TA may be varied by adjusting the potentiometer P, as may be desired.

The operation of the timer motor TM also causes the operation of contact members C2 and 40 C3, either of which is arranged to control the dispatching of the cars from the upper terminal. When either the contact members C2, or the contact members C3 are closed, adown impulse relay D is energized. The contact members of the down impulse relay D cooperating with certain ofrthe' contact members ofthe next-up relays, V

serve to condition circuits for eilecting the operation of the. relay chain comprising the nextdownrelays. Y

The contact members C2 and C3 are rendered efiective, depending; upon whether a plug 16, Fig. 3, is inserted in the Jack H or in the jack I8. Thus, when the plug 16 is inserted in the jack l8, cars will be dispatched simultaneously from the top and from the bottom terminals.

When the plug I6 is inserted in the jack' H, as

illustrated in the drawings, cars will be dispatched alternately from the lower and upper terminals.

'In the event that it is desiredto take any of "the cars out of service, it is desirable tomaintain thedispatching system intact for the dispatching of the cars remaining inis'ervice. For this purpose, outof-service relays lY, 2Y, and 3Y are provided, each of which is controlled by its 'respective switch IYS, ZYS and 3Y5 In addition,

'it is also necessary to cross-connect the next down relays'of the relay chain associated with 'the top terminal, and for this purpose, plugs A, "B,- and C are provided. It will'be' observed that .70 the sleeves of the plugs A, B, and C are illustrated as being connected in series circuit relation with the potentiometer P, while the tips of these plugs,

' are connected to opera'ting' windings of certain of the next-down relays. If the desired sequence 7 of dispatchingthe carsis l, 2, '3, the plug .3,

It will beobserved that the timer motor TM.

plugs A, B, and C, depending upon which car' is out of service, in order to maintain the continuity of operation. In order to provide for the proper sequence of operation of the advance up lights ALUl, ALUZ, and ALU3, plugs A, B", and

C are provided. These plugs will be properly arranged when any car is taken'out of service, so that the proper advance signal will be operated to maintain the desired sequence.

' In order to condition the system for operation 'as a' non-rotational dispatcher, atransfer relay T is provided, the operating winding of which is energized when the switch TS is closed.

For rotational operation, the switch TS is opened, and theoperating winding of the transfer relay T is deenergized. The contact members of the transfer relay T, as illustrated in the drawings,

are arranged to complete the proper circuits for operating the system as a rotational dispatcher.

In describing the functioning of the dispatching system as a rotational dispatcher, itwill be assumed that the switches l 5 are closed, and that the conductors lit-L2 and L3-L t are energized.

It will also be assumed that all of the cars are at the lower terminal, that plug i is in jack I7, and that the plugs A,,B, C, A, B, and C are in the positions illustrated in the drawings. 'As

socn'as conductors L3 and L4 are energized, the

pick-up relay PU is energized over a circuit which be traced as follows:

Ls, PU, mos, 2NU6, suns, moan The energization of the pick-up relay PU completes a circuit for energizing the operating winding of next-up relay -iNU,

' L3,PU2, mo, L4 7 and next-up relay INU completes a holding circuit'ior itself, a

L3, AU'l, mos, mu, L4

The opening of contact members INU5, in response to the operation of the next-up relay ENU, opens the energizing circuit for the pickup relay PU, and it is not energized again during the normal operation of the dispatcher system.

Since car No. 1 is at the bottom terminal, startandstartup relay ISU completes a holding circuitfor itself, I L3, m, IFSB, use, lsos, L4

so that the start-up relay ISU is maintained energized as long as the car individual thereto remains at the terminal. 7

The operation of the start-up relay ISU com- Ipletes a circuit'for operating'the start up signal for car No. l, r a

. L3, SLU I, lSUQ'L l 'Car No. 1 then leaves the lower terminal and at. floor segment lFsB opens the holding circuit for the start-up relay ISU, which drops out and j the start-up signal SLUl'is extinguished;

In response to the closing of the next-up relay INU, the next-up signal NLU2 of car No. 2 is energized,

L3, NLU2, 2Yl2, T24, INUIO, L4

At this time also, the advance-up signal ALU3 of car No. 3 is energized,

L3, ALUS, A, iNUQ, Tl8, L4

At this time then it will be understood that car No. 1 either has left or is leaving the bottom terminal, car No. 2 has a signal which indicates that it is the next car to leave, and car No. 3 has the advance signal, which indicates that it is the next succeeding car to leave.

Contact members Cl, which are controlled by means of the timer motor TM, are now closed, and chain-driving relay BU is energized,

L3, AUB, T'l, Cl, T4, AUd, BU, PUl, L4

In response to the energization of chain-driving relay BU, a circuit is completed for energizing the operating winding of the next-up relay 2NU, L 5, BU5, INU4, 2NU, L4

Since contact members C! are only closed momentarily, the operating winding of chaindriving relay AU, which was shunted by contact members Cl, is now energized in series with the operating Winding of chain-driving relay BU,

L3, AU, BU3, BU, PUI L4 A holding circuit is then completed for the operating winding of the next-up relay 2NU,

L3, AUB, 2NU4, ZNU, L4

of car No. 3,

L3, NLU3, 3Yl2, T28, ZNUIO, L4 and the advance-up light of car No. 1, L3, ALUI, B, 2NU9, Tia, L4

Since car No. 2 is at the bottom terminal, its start-up relay 2SU will now be energized,

L3, 2Y5, ZFSB, 2SU, ZNU'i, INU8, TIE, L4 and a holding circuit will be provided therefor, L3, 2Y5, 2FSB, ZSU, 2SU3, L4

The circuit for energizing the start-up signal ZSLU is then completed,

L3, SLU2, 2SU4, L4

Car No. 2 then leaves the bottom terminal, and in leaving, opens the holding circuit pre viously established for the start-up relay 2SU. As a result, the start-up signal SLU2 is extinguished.

It will now be assumed that car No. 1 has arrived at the top. However, no further action will take place, until contact members C3, which are operated by the timer motor TM, are closed. As soon as contact members C3 are closed, impulse relay D is energized,

Li, D, l6, C3, L2

It will be recalled that the next-up relay 2NU is still energized, and thus, when impulse relay D is energized, a circuit is completed for energizing next-down relay IND,

Ll, 2Y3, 2NU3, D4, B, IND, L2

The energization of next-down relay IND completes a holding circuit for itself,

LI, B, C, A, D2, ADT, 2ND2, INDZ, IND, L2

a circuit for operating NLD2 of car No. 2,

LI, NLDZ, ZYIG, T23, lNDzi, L2

and at the same time, completes a circuit for energizing the advance-down signal of car No. 3,

Li, lY:-'S, IFST, ISD, lNDB, snot, TM, L2

A holding circuit is then completed for startdoWn relay lSD,

Ll, IY4, EFST, ESD, ISD3,LZ.

A circuit is then completed for energizing startdown signal SLDI,

Ll, SLDL', lens, L2.

Car No. 1 then leaves the top terminal, and in so doing, opens the holding circuit for startdown relay ISD. As a result, the energizing circuit for the start-downsignal SLDi is opened, and this signal is extinguished.

At this time, it will be understood that car No. l is approaching the bottom terminal, car No. 2 is approaching the top terminal, and car No. 3 is still at the bottom terminal. Car No. 1 has displayed in it the advance-up signal, car No. 2 has the next-down signal, and car No. 3 has the next-up and advance-down signals.

Contact members Ci are again closed by the timer motor T and as a result, a shunt circuit is placed around the operating winding of the chain-driving relay BU,

BU, BU3, AU3, T4, Cl, T7, AU5, BU

and, therefore, this relay drops out. Chaindriving relay BU, in dropping out, completes an energizing circuit for next-up relay 3NU,

L3, BU4, 2NU5, 3NU, L4

The deenergization of chain-driving relay BU also opens contact members BU3 and thereby opens the energizing circuit for the operating winding of chain-driving relay AU. The energizing circuit for the operating Winding of chaindriving relay AU is momentarily maintained until contact members Cl are opened,

L3, AU, AU3, T4, Cl, Tl, AU5, PUI, L4

As soon as contact members Cl are opened, chain-driving relay AU is deenergized, and a holding circuit is completed for next-up relay 3NU,

the next-down signal L3, AUI, 3NU4, 3NU, L4

Chain-driving relay AU, in dropping out, also opens the holding circuit for next-up relay 2NU, and it drops out. Relay 2NU, in dropping out, extinguishes the next-up signal in car No. 2 and the advance-up signal in car No. 3.

The energization of next-up relay 3NU completes a circuit for energizing the next-up signal NLUI of car No, 1,

L3,. NLUI, m2, T20, 3mm, L4

and at the same time, completes a circuit for energizing the advance-up signal ALU2 of car No. 2, H V V j L3,ALU2,C',3NU9,TI8,L4 I

Since car No. 3 is at the bottom terminal, a

circuit is also completed for energizing the operating Winding of start-up; relay 3SU,

Ls, 3Y5, arse, 3SU, anus, mos, INU8, T16, L4

A holding circuit is then completed for relay 3S-U, L3, 3Y5, SFSB, 3SU, 3SU3, L4

The start-up signal SLU3 of car No. 3 is then energized,

L3, SLU3, 3SU4, L4

Car No. 3 then leaves the bottom terminal, and in so doing, opens the holding circuit for startup relay 3SU, which is immediately deenergized,

and as a result, the start-up signal in car No. v

7 LI, 3Y3, anus, D5, 0, 2ND, L2 A holding circuit is then established for the nextdown. relay. 2ND, as soon as impulse relay D is deenergized, due 'to the opening of contact member C3,

Li, B, o, A, D2, TI 1, 3ND2, 2ND3, 2ND, L2 It will be observed that the holding circuit for next-down relay IND is opened on' the operation of next-down relay 2ND and, therefore, nexta down relay lND drops out, extinguishing the next-down signal in car No. 2, and the advance down signal incar No. 3. I

The energization of next-down relay 2ND also 7 completes a circuit for energizing the next-down signal of car No. 3,

Ll, NLD3, 3Ylfl, T21, 2ND9, L2 and the advance-down signal of car No. 1,

LI, ALDI, IY B, 3Y6, 2ND8,.TH, L2

down relay 2ND is to efiect the energization of start-down relay 28D,

Ll, 2Y4, 2FST, ZSD, ZNDG, INDT, TM, L2

A holding circuit is immediately completed for 65 energized,

70 and the start-down signal in car No. 2 is extinstart-down relay 2SD, r

Ll, 2Y4, 2FST, asp, zsns, L2 v'Ihestart-down signal SLDZ of car No. 2 is then Ll, SLDZ, 2SD4, L2

and car No. 2 then leaves the top terminal. In"

leaving the top terminal, the holding circuit for start-down relay ZSD is opened; it is deenergized,

guished.

Contact members Cl operated by the timer motor TM, are again closed, and cause the successive energization of chain-driving relays BU A further result of the energization of nextand AU, as has been described hereinbefore. In response to the energization of chain-driving relay BU, next-up relay lNU is energized.

The energization .of chain-driving relay AU opens the holding circuit for next-up relay 3NU, which drops out, and completes a holding circuit for next-up relay iNU,

L3, AU8, 4NU2, iNU, L4

It will now be observed that, in order .to efiect the energization of next-up relay INU, it is necessary that both chain-driving relays AU and BU be deenergized. It will also be observed that, in order to efiect the energization of next-up relay ZNU, the chain-driving relays AU and BU both must be energized. Thus, the chain-driving relays AU and BU must both be deenergized when an odd-numbered next-up relay is to be energized, and both'of the chain-driving relays AU andBU must be energized for eilecting the energization of an even-numbered next-up relay. It will then be understood that an even number of next-up relays must be used in order to effect the proper functioning of the relay chain.

If onlythree elevator cars are used, it is still necessary to supply a'fourth next-up relay to complete the chain; If four elevators are, used,

the next-up relay QNU may be made individual to the fourth elevator car.

It is desirable, however, in view of the fact that only three elevators are used, to rapidly step by the signal'which would normally be given to the fourth elevator car, that is, at the time that the next-up relay GNU is operated, it'is in fact,

desirable that the next-up relay INU be imme- V diately operated, in order to maintain the proper spacing between the elevator cars which are in service.

It is for this purpose that auxiliary contact members C8, C9, CH], and CH are provided in the rotational dispatcher system. It will be observed that these contact members are connected in shunt circuit relation with main contact members Cl when all of the next-up relays lNU, ZNU and 3NU are in the deenergized position. Since this shunt circuit is rapidly being completed and broken by the auxiliary contact members, some one of them will be effective immediately after next-up relay 3NU is deenergized to effect the same operation of the chain-driving relays 'AU and BU that would normally be eflected by the main'contact members Cl when the next succeeding start signal would normally be given.

In this instance, the operating winding of the chain-driving relay EU is shunted down,

BU, BUB, AU3, T3, mm, min, 3NU2, as for example, AU5, BU V are opened, the holding andit is deenergized.

As a result of the deenergization of chaindriving relay BU, a circuit is completed for again effecting the energization of next-up relay lNU,

L3, Boa, iNUl, iNU, L4

The deenergization of chain-driving relay AU opens the holding circuit for next-up relay dNU and completes the holding circu'itfor next-up relay lNU,

L3, AU'I, INU3, INU, L4

Next-up relay INU being energized, circuits are completed, which have previously been described, for energizing the next-up signal in car No. 2, and the advance-up signal in car No. 3. As soon as car No. 1 arrives at the bottom terrrunal, its start-up relay ISU is energized, and its start-up signal is illuminated. Car No. 1 then leaves the bottom terminal.

Contact members C3 operated by the timer motor TM, again close, completing the circuit for energizing the operating winding of the down impulse relay D. Since next-up relay INU is now energized, a circuit is completed for energizing next-down relay 3ND,

Li, IY3, INU5,D6, A, 3ND, L2

As soon as the down impulse relay D is deenergized, due to the opening of contact members C3, a holding circuit is completed for next-down relay 3ND,

Li, B, C, A, D2, ADT, QNDZ, 3ND3, 3ND, L2

The energization of next-down relay 3ND opens the holding circuit for next-down relay 2ND, and as a result, the next-down signal in car No. 3 and the advance-down signalin car No. 1, are extinguished.

A further result of the energization of nextdown relay 3ND is to complete a circuit for energizing the next-down signal NLDI of car No. 1,

LI, NLDi, iYllJ, TIS, 3ND9, L2

and to energize the advance-down signal ALDZ of car No. 2,

Car No. 3 now being at the top terminal, startdown relay 38D is energized,

Li, 3Y4, EFST, 3S1), 3ND1, 2ND'I, IND'I, TM, L2

A holding circuit is completed for the start-down relay 38D,

Ll, 3Y4, 3FST, 3sD, ssns, L2

The start-down signal SLD3 is then operated,

Ll, SLD3, 3SD4, L2

Car No. 3 then starts down, opening the holding circuit for the start-down relay 3SD, which is then deenergized and, as a result, the start-down signal SLD3 is extinguished.

The cars will then continue to arrive and depart from the bottom and the top terminals in the order indicated, and the dispatching signals will be operated, as has been set forth hereinbefore, in repeated order.

Assuming now that car No. 2 is taken out of service, it is still desirable to operate car Nos. 1 and 3 under the control of the rotational dispatcher. Therefore, the switch ZYS is closed and out-of-service relay 2Y is energized,

L3, 2Y, ZYS, L4

Also, plugs B and B are removed from their respective jacks. Plug C is positioned in the jack from which plug B was withdrawn, and in like manner, plug C is placed in the jack from which plug B was withdrawn.

In View of the fact that out-of-service relay ZY is now energized, a circuit will be completed for shunting contact members Cl as soon as the time in the sequence is reached when normally the start signal would be given to car No. 2. One

of the auxiliary contact members C8, C9, CHI or CH will be effective to shunt the contact members CI at this time, and will immediately effect the deenergization of chain-driving relays AU and BU to quickly deenergize next-up relay ZNU and to energizenext-up relay 3NU.

It will then be understood that the start-signals to car Nos. 1 and 3 will be given in such relationship that these cars may be dispatched at uniform intervals from the bottom and the top floors. It will, of course, be obvious that it is hardly practical to employ a, dispatcher system for controlling the operation of only two cars. However, when a large bank of elevators comprising six to eight cars is employed, and one or more of them is taken out of service, it is highly desirable that the remaining cars be still under the control of the dispatcher. It will, therefore, be understood that the remaining cars in service will continue to be dispatched from the bottom and the top terminals at uniformly spaced intervals, the length of time depending upon the setting of the potentiometer P, which may be altered to change the speed of the timer motor TM to obtain the proper period between dispatching signals.

In the event that it is desired to dispatch a car from the top terminal at the same time that a car is dispatched from the bottom terminal, the plug [6 may be inserted in the jack l8. Since contact members C2 are closed at the same time that contact members Cl are closed, it will be obvious that dispatching signals will be given to a car at the bottom terminal, and a car at the top terminal at the same time.

It will be observed that the impulse relay D is rovided with contact members D2 and D3, which are connected in parallel circuit relation with each other. It will also be observed that the contact members D3 are provided with a time-delay attachment, such as a dashpot I9. Because of the presence of the time-delay in the operation of the contact members D3. these contact members will remain open some time after the contact members D2 are opened when the impulse relay D is operated. In like manner, contact members D3 will remain closed after the impulse relay D is deenergized for a time which is sufliciently long to permit the contact members D2 to b closed.

This arrangement of contact members is provided in order to open the holding circuit to any of the next-down relays IND, 2ND, 3ND or 4ND, when any one of them is not operable due to the car individual thereto being out of service. It will be recalled that, under normal operation, when all of the cars are in service, the holding circuit of the preceding next-down relay is opened on the operation of the next succeeding nextdown relay. If a car is out of service, the nextdown relay, individual thereto, is not energized, and, therefore, it is necessary to provide some means for opening the holding circuit of the previously energized next-down relay, such as that illustrated and described herein.

Detailed description of non-rotational dispatcher system paratus corresponding to the top terminal is provided for initiating the functioning of the relay terminal is sepa t and distinct from a Li, 1*, rs, L2

The operation of the transfer relay T separates the equipment which is individual to the top terminal from that which is individual to the bottom terminal. Such a separation of equipment is desired, in view of the fact that under the control of the non-rotational dispatcher system, the cars leave either terminal in the order in which they arrive at either terminal. Therefore, there is no correlationin' the departure of any particular cars from either terminal, but rather some car is dispatched from either terminal at predetermined'intervals. j

In view of "the fact that the cars leave the terminals in the order in which they arrive at the terminals, the advance-down and advance-up lights inthe cars'are not used in this system. If they were used, a false indication would usually be given, since it is impossible to provide advance signals to the cars in view of their non-rotational operation. I y, j I V Anup impulse relay U is provided which is operable under the control of contact members Cl to control the functioning of the start-up relays. A pick-up relay PD associated with the ap chain'individual thereto.

Since the apparatus associated with the top ciated with the bottom terminal, it is necessary to provide chain-driving relays AD and BD, corresponding to chain-driving relays AU and BU for effecting the sequential operation of the relay chain comprising the next-down relays IND, 2ND,

3ND and QND. The functioning of the chaindriving relays AD and ED is controlled by means of the auxiliary. contact members C4, C5, C6, and Cl inithe manner set forth hereinbefore. It will "be recalled that these contact members are Ywhich is provided in the rotational system, that is, there is a fixed schedule on which the cars would normally operate provided they arrive at the terminals in the order of the sequence. How

ever, if a car gets ahead of schedule, and arrives at a terminal ahead of another car in the schedule, it will be the first car that will leave that terminal] it is, therefore, necessary to provide for rapidly stepping the dispatcher to by-pass the equipment which wouldnormally give the start signalto'the next car in the sequence, and apply it to'the next car in the sequence, which is located at the terminal.

At the bottom terminal, a stepping relay CU is provided for applying the start signal to the next car in the sequence, which isat the bottom terminal. The stepping relay CU operates when the elevator cars are at the bottom. terminal, and is energized. over circuits including floor segments GFSB', ZFSB, and 3FSB', and the associated brushes, which'are movable in accordance with the cars individual thereto,

In like manner, if a car is at the top terminal, a stepping relay CD is provided, for applying the start signal to the next car in the sequence which is at the top terminal; The stepping relay CD may be energized through floor segments IFST', ZFST' and 3FST, in conjunction with the brushes which are movable with the cars individual there-.

to. v

In the event that no car is at either the bottom or the top terminal when astart. signal should ordinarily be given, it is desirable to store this signaL so that a car may be dispatched from either terminal as soon as a car arrives at either terminal. For this purpose, signal-storing relays, RU at the bottom terminal, and, RD at the top terminal, are provided. These relays are arranged to be energized only when no car is at the terminal individual thereto at a time when a start signal should be given, and are effective to provide a start signal for the first car arriving at either terminal.

In describing the functioning of the system under the control of the non-rotational dispatcher, it will be assumed that switches 15 are closed, that conductors Li-L2 and. L3L4 are energized, that the plug I6 is in jack l'l, that the plugs A, B, C, A, B, and C have been removed from their respective jacks, and that all of the cars are located atthe bottom terminal. As soon as conductors Li and L2 are energized, the timer motor TM begins to operate to effect the operation of the contact members Cl through OH in' the manner set forth hereinbefore. ,Pick-up relay PU will be energized,

L3, PU, iNUfi, 2NU6, 3NU6, 4NU6, L4

to start the functioning of the relay chain comprising relays INU, 2NU, SNU and GNU. In order to start the functioning of the relay chain comprising relays END, 2ND, 3ND and 4ND, the pick-up relay PD is energized,

Li, PD, T12, iNDS, 2ND5; 3ND5, GNDG, L2

At the bottom terminal, relay INU is energized,

L3, PU2, INU, L4 and it immediately opens the energizing circuit for the pick-up relay PU and completes a holding circuit for itself,

' L3, AU' I, mos, mo, L4 7 The next-up signal 'NLUI for car No. energized,

L3, NLUI, lYl2, T22, lNUm, L4

The operator is thus informed that car No. 1 is the next car to leave the bottom terminal.

Since car No. 1 is at the bottom terminal, a circuit is completed for energizing the stepping relay .CU,

L3, TI, lNUl, ISUI, IFSB, CU, AU2, BUZ, L4

1 is then are closed, and as a result, impulse relay U is energized,

' L3, T5, Cl, T9,.U, L4

The start signal SLUI, for car No. 1, is then ener- 7 L3, SLUI, ISUG, L4

and car No. 1 may then leave the floor.

A further result of the energization of the It willnow be assumed that contact membersCl start up relay ISU is to open the energizing circuit for the stepping relay CU and it is immediately deenergized.

As soon as the stepping relay CU is deenergized, one of the contact members C8, C9, CID or CII completes a circuit for energizing chain-driving relay BU,

L3, AUG, C8 for example, T6, CUI, AU4, BU, PUI, L4

As soon as the contact members C8 are opened, the operating winding of the other (main-driving relay AU is energized in series with the operating winding of chain-driving relay BU,

L3, AU, BU3, BU, PUI, L4

The energization of chain-driving relay BU completes an energizing circuit for the next up relay 2NU of the relay chain,

L3, BU5, INU4, 2NU, L4

and a holding circuit therefor completed,

is immediately L3, AU8, 2NU4, ZNU

as soon as the chain-driving relay AU is energized. At the same time, the holding circuit for the next up relay INU is opened at contact members AU'I on the energization of chain-driving relay AU.

The energization of next-up relay 2NU completes a circuit for energizing the next up signal NLUZ of car No. 2,

L3, NLU2, 2YI2, T26, 2NUIO, L4

L3, TI, 2NUI, ZSUI, ZFSB, CU, AUI, BUI, L4

While the foregoing sequence of operation has been taking place at the lower terminal, a similar sequence has been taking place at the ,upper terminal. However, in view of the fact that no car is at the upper terminal, no start down signals are given.

In response to the relay PD,

LI, PD, TI2, IND5, 2ND5, 3ND5, 4ND4, L2

a circuit is completed for effecting the energization of next-down relay IND in the relay chain,

LI, T8, PDZ, IND, L2

energization of pick-up A holding circuit is immediately completed for relay IND,

LI, T8, D2, AD'I, 2ND2, IND2, IND, L2

The energization of next-down relay IND opens the energizing circuit for pick-up relay PD and it is deenergizecl.

It will be assumed that are next closed, and as relay BD is energized.

contact members C4 a result, the chain-driving result of the ener- 9 LI, ADG, 04, cm, ADI, BD, PDI, T2, L2

As soon as contact members C4 are opened, the other chain-driving relay AD is energized in series with chain-driving relay BD,

LI, AD, BD3, BD, PDI, T2, L2

The energization of chain-driving relay BD completes a circuit for effecting the energization of next-down relay 2ND in the relay chain,

LI, T8, TIO, BD5, IND3, 2ND, L2

The previously traced holding circuit for nextdown relay IND is then opened, and it is deenergized. As soon as chain-driving relay AD is energized, a holding circuit is completed for nextdown relay 2ND,

LI, T8, D2, AD8, 3ND2, 2ND3, 2ND, L2

Contact members C5 are now closed and complete a circuit for shunting down the operating winding of chain-driving relay BD,

BD, BD3, AD3, CDI, C5, AD5, BD

The deenergization of chain-driving relay BD completes an energizing circuit for next-down relay 3ND,

LI, T8, TIII, BD4, 2ND4, 3ND, L2

The energization of next-down relay 3ND opens the previously traced holding circuit for nextdown relay 2ND, and it is deenergized.

As soon as contact members C5 are opened, the energizing circuit for chain-driving relay AD is broken and it is deenergized. A holding circuit is then completed for next-down relay 3ND,

LI, T8, D2, AD'I, 4ND2, 3ND3, 3ND, L2

Contact members C6 are now closed and complete a circuit for energizing the chain-driving relay BD, which has previously been traced. As soon as contact members C6 are opened, the operating winding of chain-driving relay AD is energized in series circuit relation with the operating winding of the chain-driving relay BD. In response to the energization of relay BD, a circuit is completed for energizing next-down relay 4ND of the relay chain,

LI, T8, TIII, BD5, 3ND4, 4ND, L2

Energization of next-down relay 4ND opens the previously traced holding circuit for next-down relay 3ND, and it is deenergized. As soon as chain-driving relay AD is energized, a holding circuit is completed for next-down relay 4ND,

LI, T8, D2, ADB, IND4, 4ND3, 4ND, L2

Contact members C1 are now closed and complete a circuit, which has previously been traced, for shunting down chain-driving relay BD. As soon as contact members C1 are opened, the energizing circuit for chain-driving relay AD is opened, and it is deenergized. In response to the deenergization of chain-driving relay BD, a circuit is completed for again energizing next-down relay IND,

LI, T8, TID, BD4, 4NDI, IND, L2

The holding circuit for next-down relay 4ND is then opened and it is deenergized.

It will be observed that the successive deenergization and energization of chain-driving relays AD and BD causes a sequential operation of the relays IND, 2ND, 3ND and 4ND in the relay chain. As long as no car arrives at the top terminal, the relays in the relay chain will continue to be operatedin this sequence. The next-down lights of the cars individual thereto will momenenergized,

tarily be flashed,'but this signal will be meaningjless to an operator.

Main contact members C3 are now closed, and it will be assumed that car No. 1',-as yet, has'not arrived at the top terminal. Impulse relay D is then energized,

7 LI, D, It, C3; L2 In response'to the energization of impulse relay ,D, a circuit is completed for energizing the stepping relay CD,

Ll, Dl, on, ADZ, BD2, L2

Since no car is at the top terminal, the stepping relay CD is deenergized as soon as contact members DI are opened, which occurs as soon as contact members C3 are opened and the operating winding of the impulse relay D is deenergized. A further result of the energization of the impulse relay D is to complete a circuit for effecting the energization of signal storing relay RD,

Ll, RD, ISDZ, ZSDZ, SSDZ, D1, L2

As soon as the signal storing relay RD is energized, contact members RD! are closed to shunt the contact members D7, thereby providing a holding circuit for thesignal storing relay RD,

which can only be interrupted when a car 'arrives at the top terminal.

It will now be assumed that car No. 1 arrives at the top terminal. As a result, a circuit is completed for energizing the stepping relay 0D,

LLTl, INDI, ESDI, lFST, CD, AD2,BD2,L2 Also a circuit is completed for effecting the energization of start-down relay ISD,

Ll, 1Y4, lssr, lSD, mos,

arms, T13, 0132, RDl, L2

'A holding circuit'for start-down relay ISD is completed, 7

LI, lY l, lFST, ISD, ISD3, L2 The start-down signal SLDI of car No. 1 is then Ll, SLDI, ISDA, L2

L3, 2Y5, ZFSB, ZSU, ZNUT,

mos, m, 0112, U2, Li

A holding circuit for the start-up relay ZSU is completed,

The start-up signal SLUZ for car No. 2 is then energized, U

L3, mm, mm, L4

and car No. 2 may then leave thebottom terminal. V As a further result of the energization ofstartup relay ZSU, the energizing circuit for the stepping relay CU is opened and it is deenergized.

Contact members C8 are now closed to complete a circuit for shunting down the chain-driving relay BU,

BU, BU3, AUt CUI, T6, C8, AU5, BU

As soon as contact members CBare opened, the energizing circuit forchain-driving relay AU is opened, and it is deenergized. In response to the deenergization of chain-driving relay BU, a circuitis completed for effecting the energization of next-up relayv 3NU in the relay chain,

G a, BU4, 2NU5, SNU, L4

As soonas the chain-driving relay AU is deener gized,'the holding circuit for next-up relay ZN'U is opened, and a holding circuit for next-up relay SNU is completed,

The energization of next-up relay SNU completes a circuit for energizing the next-up signal NLU8 of car No. 3,

A further result of the energization of the next up relay iiNU is to 'complete'a circuit for energizing the stepping relay CU, 7

L3 Tl, ENUI, SSUl, EFS B, CU, AU2, BUZ, LQ

and it is deenergized. As a result, the start-up signal SLUZ is extinguished in car No. 2.

At the top terminal, shortly after the main contact members Cl had closed, the auxiliary contact members C are again closed to" effect the energization of chain-driving relays AD and ED for energizing the next-down relay 2ND, and deenergizing the previously energized next-down relay lND in the manner described hereinbefore. Contact members C5 are then closed to effect the deenergization of chain-driving relays BD and AD and to energize next-down relay 3ND and deenergize next-down relay 2ND. Contact members C5 are closed to again energize chain- .driving relays BD and AD, thereby efiecting the energization of next-down relay 4ND and the deenergization of next-down relay 3ND. Contact members C1 are then closed to effect the deenergization of the chain-driving relays BD and AD and the subsequent energization of next-down relay IND and the deenergization of next-down relay 4ND.

'At the bottom'terminal, contact members Cl are again closed, and the impulse relayU is energized. A circuit is then completed for efiecting the energization of the start-up relay 3SU.

L3, 3Y5, sFsB, sso', 3NU8,

2mm, mos, res, 0112, U2, Li

A holding circuit for the start-up relay 3SU'is completed, a

L3, 3Y5, 3FSB, ssu, asoa, L4 'lghe 3start signal SLU3 is then operated for car s, sLUs; ascent and it is assumed that car No. 3 immediately leaves the bottom terminal.

Contact members C3 at the top terminal are now closed, and impulse relay D is energized. Since no car is at the top terminal, the signal storing relay RD is again energized and holds itself in.

It will now be assumed that car No. 3, due to trafiic conditions or for some other reason, reaches the top terminal before car No. 2 arrives at the top terminal. It will be recalled that in the normal sequence, car No. 2 should next be dispatched from the top terminal. However, since car No. 3 is already in the top terminal, it will be the next car to be dispatched.

Contact members C4 will be closed and opened to effect the energization of chain-driving relays BD and AD. In response thereto, next-down relay 2ND is energized, and next-down relay IND is deenergized.

In view of the fact that car No. 2 is not at the top terminal, the stepping relay CD is only momentarily energized on the operation of the impulse relay D. Since the stepping relay CD is deene gized, the relay chain will be immediately stepped to effect the energization of the nextdown relay 3ND on the closure of auxiliary contact members C5. This is effected by the deenergization of the chain-driving relays BD and AD, which effect the energization of next-down relay 3ND, and the deenergization of the next-down relay 2ND.

It will be observed that the only time interval required for initiating the application of the start-down signal to car No. 3 is that which is required to step the relay chain from next-down relay 2ND to next-down relay 3ND. Since the auxiliary contact members are opened and closed in rapid succession, this time interval is relatively negligible.

Next-down relay 3ND now being energized, a circuit is completed for energizing stepping relay CD,

Ll, Tl, 3NDl, 3SDI, 3FST, CD, AD2, BD2, L2

A further result of the energization of next-down relay 3ND is to complete a circuit for energizing the next-down signal NLD3 of car No. 3,

LI, NLD3, 3YIU, T29, 3ND9, L2

The operator in car No. 3 is informed that his car is the next one to leave the top terminal and almost immediately, the start signal is given to the operator in this car. Start-down relay 3SD is energized,

Ll, 3Y4, 3FST, 38D, 3ND1, 2ND1,

IND'I, T13, CD2, RDI, L2

A holding circuit for relay asp is completed LI, 3Y4, sns'r, 3SD, ssos, L2

The start-down signal SLD3 of car No. 3, is then energized,

Ll, SLD3, 3SD4, L2

The energization of start-down relay 3SD opens the energizing circuit for the operating winding of the signal storing relay RD and it is deenergized. Car No. 3, in leaving the terminal, causes the holding circuit for the start-down relay 3SD to be opened, and it is deenergized. A start-down signal SLD3 is then extinguished.

It will then be observed that if the car next in the schedule is not at a terminal when its start signal would normally be given, the relay chain will be stepped around until its position corresponds to that of the next car in the schedule which is at a terminal. This car will then receive the next-start signal and the start signal. If a car is not at a terminal when a start signal would normally be given, the signal is stored and the first car arriving at the terminal is given the start signal immediately.

Since certain further changes may be made in the foregoing construction, and different embodiments of the invention may be made, without departing from the scope thereof, it is intended that all matter shown in the accompanying drawings, and contained in the above description, shall be interpreted as illustrative, and not in a limiting sense.

We claim as our invention:

, 1. In a system for providing dispatching signals for elevator cars, in combination, a start signal for each car, relay means individual to each start signal and disposed to effect the operation thereof, contact means disposed on each operation to successively effect the operation of said relay means to operate said start signals in a predetermined sequence regardless of the sequence of operation of said cars, driving means for periodically effecting the operation of said contact means, and circuit means interconnecting said signals and relay and contact means.

2. In a system for providing scheduling and dispatching signals for cars operable in a predetermined sequence, in combination, a start signal and a next signal for each car, relay means individual to each car and disposed to operate the start signal of its car and the next signal of ie succeeding car in the sequence, contact means disposed on each operation to sequentially operate said relay means, driving means for periodically effecting the functioning of said contact means, and circuit means interconnecting said signals and relay and contact means.

3. In a system for providing scheduling and dispatching signals for cars in a predetermined sequence, in combination, a start signal, a next signal and an advance signal for each car, relay means individual to each car and disposed to perate the start signal of its car, the next signal of the succeeding car in the sequence and the advance signal of the next succeding car in the sequence, contact means disposed on each operation to sequentially operate said relay means, driving means for periodically effecting the functioning of said contact means, and circuit means interconnecting said signals and relay and contact means.

4. In a system for providing dispatching signals for elevator cars, in combination, a start signal for each car, relay means individual to each start signal and disposed to effect the op eration thereof, contact means disposed on each operation to successively effect the operation of said relay means to operate said start signals in a predetermined sequence, driving means for periodically effecting the operation of said contact means, means for removing the signal system of any of the cars from service, and means for effecting the operation of the relay means individual to the next car in the sequence substantially immediately after the relay means individual to a car out of service is operated.

5. Ina system for providing dispatching signals for elevator cars operable from a terminal, in combination, a start signal for each car, relay means individual to each start signal and disposed to effect the operation thereof only when its car is at the terminal, main contact means disposed on each operation to successively effect the operation of said relay means to operate said start signals in a predetermined sequence, driving means for periodically eifecting the operation of said contact means, means for removing the signal system of any of the'cars from service, auxiliary contact means disposed to shunt said main contact means substantially immediately after said main contact means eifect the opera- .tion of the relay means individual to the car out of service to effectthe operation of the relay means of the next car in the sequence, and circuit means interconnecting said signals and relay and contact means.

6. In a system for providing dispatching signals for elevator cars operable between terminals in a hatchway, in combination, a start up signal and a start down signal for each car, an up relay individual to each start up signal and disposed to effect the operation thereof, a down relay individual to each start down signal and disposed to effect the operation thereof, main contact means disposed on each operation to successively effect the operation of the up relays for operating said start up signals in a predetermined sequence, circuit closing means operated by each up relay for conditioning an energizing circuit for a corresponding down relay, second- 7 ary contact means disposed on each operation to successively complete the energizing circuits conditioned by said up relays for operating said' start down signals in said sequence, driving means for periodically effecting the functioning of said main and secondary contact means, and circuit means interconnecting said signals and relays and contact means.

7. In a system for providing scheduling and dispatching signals for cars operable in a predetermined sequence between terminals in a hatchway, in combination, a. start up, a start down, a next up and a next down signal for each car, an up relay individual to each car and disposed to operate the start up signal'of its car and the next up signal of the succeeding car in the sequence, a down relay individual to each car and disposed to operate the start down signal of its car and the next down signal of the succeeding car in the sequence, main contact means disposed on each operation to successively effect the operation of the up relays in said sequence, circuit closing means operated by each up relay for conditioning. an energizing circuit for a corresponding down relay, secondary contact means disposed on each operation to successively complete the energizing circuits conditioned by said up relays for operating said down relays in said sequence, driving means for periodically effecting the functioning of said main and secondary contact means, and circuit means interconnecting said signals and relays and contact means.

8. In a system for providing scheduling and dispatching signals for cars operable in a predetermined sequence between terminals in a hatchway, in combination, a start up, a start down, a next up, a next down, an advance up and an advance down signal for each car, an up relay individual to each car and disposed to operate the start up signal of itscar, the next up signal of the succeeding car in the sequence and the advance up signal of the next succeeding car in the sequence,- a down relay individual to each car and disposed to operate the start down signal of its car, the next down signal of the succeeding car in the sequence and the advancedown signal of the next, succeeding car in the sequence, main contact means disposed posed on each operation to successively complete 7 the energizing circuits conditioned by'said up relays for operating said down relays in said sequence, driving means for periodically effecting the functioning of said main and secondary contact means, and circuit means interconnecting said signals and relay and contact means.

9. In a system for providing dispatching signals for elevator cars operable between terminals in a hatchway, in combination, 'astart up signal and a start down signal for each'car, an up relay individual to each start up' signal and disposed to effect the operation thereof, a down relay in dividual to each start down signal and disposed to effect the operation thereof, main contact means disposed on each operation to successively effect the operation of the up relays for operating said start up signals in a predetermined sequence, circuit closing means operated by each up relay for conditioning an energizing circuit for a corresponding down relay, secondary contact means disposed on each operation to successively complete the energizing circuitsvcone interconnecting said signals and relay and contact means.

10; In a system for providing dispatching signals for a plurality of elevator cars, a start signal for each of said cars; a relay ring for controlling said start signals, said relay ring comprising a relay for each of said start signals, a plurality of individual energizing connections for said relays, each of said energizing connections being 7 controlled by another of said relays, common energizing circuit means for said individual connections, holding means effective upon operation of each of said relays for maintaining it in operated condition irrespective of, the condition of energization of its associated individual energizing connection; and control means for effecting repeated permutational operation of said relays, said control means comprising means effective to open and close said common energizing circuit means and means to selectively render said holding means ineffective.

11. In a system for providing dispatching signals for a plurality of elevator cars, start signals for each of said cars; a relay ring for controlling said start signals, said relay ring comprising a plurality of relays each having contact members and an operating coil, individual energizing connections for said relays, each of said individual connections including the coil of the associated relay and contact members of another of said relays, common energizing circuit means for said individual connections, holding circuits for each of said relays, each of said holding circuits being eifective upon operation of the corresponding relay to maintain it in operated condition irrespective of the condition of energization of its associated individual connection; and control means for effecting repeated permutational operation of said relays, said control means comprising means effective to repeatedly open and close said common energizing circuit means and means to selectively interrupt said holding circuits.

12. In a system for providing dispatching signals for a plurality of elevator cars, start signals for each of said cars; a relay ring for controlling said start signals, said relay ring comprising a plurality of relays each having contact members and an operating coil, individual energizing connections for said relays, each of said individual connections including the coil of the associated relay and contact members of another of said relays, a plurality of common energizing circuits for groups of said relays, holding means effective upon operation of each of said relays for maintaining it in operated condition irrespective of the condition of energization of its associated individual connection; and means including a plurality of driving relays for repeatedly opening and closing said common energizing circuits and for selec tively rendering said holding means ineffective.

13. In a system for providing dispatching signals for a plurality of elevator cars, start signals for each of said cars; a relay ring for controlling said start signals, said relay ring comprising a plurality of relays each having contact members and an operating coil, individual energizing connections for said relays, eachof said individual connections including the coil of the associated relay and contact members of another of said relays, a plurality of common energizing circuits for groups of said relays, holding circuits for each of said relays, each of said holding circuits being effective upon operation of the corresponding relay to maintain it in operated condition irrespective of the condition of energization of its associated individual connection; and means including a plurality of driving relays for repeatedly opening and closing said common energizing circuits and for selectively interrupting said holding circuits.

14. In a system for providing dispatching signals for a plurality of elevator cars, a start signal for each of said cars; a car-position responsive element for each of said cars; a timing device having timing contact means operated repeatedly under time control; a relay ring for controlling said start signals, said relay ring comprising a relay for each of said start signals, and energizing and holding means therefor effective upon each operation of said timing contact means to cause operation in sequence of each of said relays to a predetermined circuit-controlling condition and to cause the remainder of said relays to maintain a different circuit-controlling condition; and means for rendering said start signals effective when the corresponding car is in position to start and the corresponding relay is in said predetermined circuit-controlling condition.

15. In a system for providing dispatching signals for a plurality of elevator cars, a start signal for each of said cars, a next signal for each of said cars, a car-position responsive element for each of said cars; a timing device having timing contact means operated repeatedly under time control; a relay ring for controlling said start signals, said relay ring comprising a relay for each of said start signals, and energizing and holding means therefor eifective upon each operation of said timing contact means to cause operation in sequence of each of said relays to a predetermined circuit-controlling condition and to cause the remainder of said relays to maintain a different circuit-controlling condition; means responsive to operation of any of said relays to said predetermined circuit-controlling condition for rendering eifective the next signal for the car corresponding to the next succeeding relay in said sequence; and means for rendering said start signals effective when the associated car is in position to start and the corresponding relay is in said predetermined circuit-controlling condition.

16. In a system for providing dispatching signals for a plurality of elevator cars operable between a first terminal and a second terminal; a first-terminal start signal for each of said cars; a timing device having timing contact means operated repeatedly under time control; a relay ring for controlling said first-terminal start signals, said relay ring comprising a first-terminal relay for each of said first-terminal start signals, and energizing and holding means therefor effective upon operation of said timing contact means to cause operation in sequence of each of said first-terminal relays to a predetermined circuit-controlling condition and to cause the remainder of said first-terminal relays to maintain a different circuit-controlling condition; a second-terminal start signal for each of said cars; a second terminal relay for each of said second-terminal start signals; and means responsive to operation of any of said first-terminal relays to said predetermined circuit-controlling condition for causing operation of the corresponding second-terminal relay.

17. In a system for providing dispatching signals for a plurality of elevator cars operable between a first terminal and a second terminal; a first-terminal start signal for each of said cars; a timing device having timing contact means operated repeatedly at a predetermined time interval and having auxiliary contact means operated repeatedly substantially half said predetermined time interval after operation of said timing contact means; a relay ring for controlling said first-terminal start signals, said relay ring comprising a first-terminal relay for each of said first-terminal start signals, and energizing and holding means therefor effective upon operation of said timing contact means to cause operation in sequence of each of said first-terminal relays to a predetermined circuit-controlling condition and to cause the remainder of said first-terminal relays to maintain a different circuit-controlling condition; a second-terminal start signal for each of said cars; a second terminal relay for each of said second-terminal start signals; and means effective when any of said first-terminal relays is in said predetermined circuitcontrolling condition for causing operation of the corresponding second terminal relay upon operation of said auxiliary contact means.

18. In a system for providing dispatching signals for a plurality of elevator cars operable between a first terminal and a second terminal; a first-terminal start signal for each of said cars; a timing device having timing contact means operated repeatedly under time control; a relay ring for controlling said first-terminal start signals, said relay ring comprising a first-terminal relay for each of said first-terminal start signals, and energizing and holding means therefor effective upon operation of said timing contact means to cause operation in sequence of each of said first-terminal relays to a predetermined circuit-controlling condition and to cause the remainder of said first-terminal relays to maintain a diiferent circuit-controlling condition; asecond-terminal start signal for each of said carsya second relay ring for controlling said second-terminal start signals, said second relay ring comprising a second-terminal relay for each of said second-terminal start signals, and second-terminal energizing and holding means for said second-terminal relays, said second-terminal energizing and holding means being efiective upon operation of said timing contact means to cause operation in sequence of each of said second-terminal relays to a predetermined circuit-controlling condition and to cause the remainder of said second-terminal relays to maintain a different circuit-controlling condition; and means for rendering said secondterminal energizing and holding means inefiective and for controlling said second-terminal relays in accordance with corresponding first-terminal relays. V V V a 19. In a system for providing dispatching signals for a plurality of elevator cars, a start signal for each of said cars; timing contact means operated repeatedly under time control; highspeed contact means operatedrrepeatedly at a more rapid rate than said timing contact means; a relay ring for controlling said start signals, said relay ring comprising a relay for each of said start signals, and energizing and holding means therefor effective upon operation of said timing contact means to cause operation in sequence of each of said relays to a predetermined circuit-controlling condition and to cause the remainder of said relays to maintain a difierent circuit-controlling condition; and means effective when one of said cars is out of service for eflecting control of the corresponding relay by said high-speed contact means.

20. In a system for providing dispatching signals for a plurality of elevator cars operating to a terminal; a start signal for each of said cars; a car-position responsive element for each of said cars; timing contact means operated repeatedly under time control; high-speed contact means operated repeatedly at a more rapid rate than said timing contact means; a relay ring for controlling said start signals, said relay ring comprising a relay for each of said start signals, and energizing and holding means thereforrefiective upon operation of said timing contact means to cause operation in sequence of each of said relays to a predetermined circuit-controlling condition and to cause the remainder of said relays to maintain a diiferent circuit-controlling condition; means for rendering said start signals effective when the corresponding car is in position to start and the corresponding relay is in said predetermined circuit-controlling condition; and means efiective when any car arrives at said terminal and none of said start signals are in effective condition, for controlling said energizing and holding means by said highspeed contact means until said relay corresponding to the arriving car is put in said predetermined circuit-controlling condition.

HAROLD W. WILLIAMS. CHARLES E. ELLIS, JR. 

